Rail cum road vehicles (rcrv) and economy rail track-cum-corrugated concrete track to engage with corrugated tread rubber wheels on all roadways.

ABSTRACT

A rail cum road vehicle(RCRV) running on rail tracks or on plain roads, includes a gas powered hybrid engine coach linked to and pulling one or several passenger coaches or goods vehicles, all of which in common are fitted with pneumatic rubber wheels, steel wheels, air suspension system with hanger brackets, air brakes and couplers. The air suspension system will lift the axles of the rubber wheels for rail travel, and it will lift the steel wheels to nm on plain roads. Its regenerative braking system produces electricity to run the motor of an air compressor unit or the vehicle itself. The engine power is transmitted to the steel wheels and the rubber wheels via crown/differential boxes and sprockets and chains. All of the RCRV are fitted with ‘advanced light weight rail tracks brakes’ and ‘corrugated concrete track to engage with the corrugated tread rubber wheels’ for instant braking. The circular chassis bogie at rear end helps the RCRV on tracks and on road comfortably negotiate. The ballast-less economy rail track with lesser numbers of light weight sleepers is bolted to the ground for comfortable journey with less noise.

FIELD OF THE INVENTION

The invention relates to Rail-cum-Road Vehicle (RCRV) comprises of Hybrid Engine coach coupled with Trailer-cum-Semi Trailer/Passenger coach/Caravan/Ambulance, Economy Sleeper and Rail Track-cum-corrugated Concrete Track to engage with corrugated tread rubber wheels there for on a portion of all the existing roadways/expressways, for fast mass transportation of passengers and goods within the cities, inter cities and inter states, with facility for door to door loading and delivery of various goods.

BACKGROUND OF THE INVENTION Description of the Related Prior Arts and their Deficiencies

The existing, more than one and a half centuries old road vehicles, heavy railway trains of passenger coaches and wagons, heavy and slow trams and the huge cost metro and mono trains are all known. Because of many advantages in rail journey, people prefer it. But unfortunately the existing railways could not accommodate more passenger coaches or wagons, as they already reached a saturation point. The main problem with Railways is the high construction cost of their rail tracks. It is around 50-70 million rupees per Kilo metre track, excluding the cost of land and rolling stock. But alas!, for the elevated Chennai Metro Rail, the average cost per k.m.is about 4000 million rupees! These costs are excluding the prohibitive cost of Rolling stock. Trams/Street Rail cars are no exception. So, all developing and poor countries could not afford to spend for such costly rail net work. Also, so far, there was no any alternative economic rail transport technology like RCRV available to the public throughout world.

Regarding freight movement also, either rail or road transportation did not at all satisfy people. There is enormous delay and theft in rail transport. In road transport, the freight charge is exorbitant as road vehicles consume more than 7 times fuel than rail vehicles. And all roadways have become nightmarish battle ground and PANDEMONIUM on our planet though GOD created it as a wonderful PARADISE. The shocking fact that the international crimes committed by the Automotive Industries is that the quantum of precious fuel unmindfully burnt in the last 100 years alone by their gas guzzling road vehicles, would have been last for another 400 years, had the global rail transport system been implemented 100 years ago. Now pessimism prevails among Economists and Environmentalists as countdown already started that the entire oil fields in the world would certainly go dry after 20 or 25 years. So, they seriously warn that the existing world-wide transport net work may collapse and the mankind has to face the aftermath doom and gloom.

When such is the present world's burning crisis, no attempts of any kind have so far been made to revolutionize the heavy, costly, slow moving and obsolete TRAMS/Street rail cars and the killer road vehicles. But to make vehicles to be user-friendly, some attempts had been made for decades by few citizens in the world to create COMBINED ROAD & RAIL VEHICLES. But unfortunately all the embodiments of their inventions had been found to be deficient in technologies and unsafe to run on rail tracks as detailed below:

Cumbersome equipments to lift and lower the axles with rubber wheels and steel wheels, then complicated construction of guides to place the vehicle on rail track from plain road, then fitting motors to rubber wheels to move along rail track, without applying mind how the motor will run the vehicle on plain roads without electricity and then other embodiments were orientated with the existing heavy railway bogies. The width of rolling stock of broad gauge is more than 3 metres whereas the width of roadways trucks and buses are about 2.5 metre only. Therefore roadways commercial vehicles may not suit for broad gauge rail track. Only standard gauge rail track will suit roadways heavy vehicles. In another dangerous embodiment, both steel wheels and rubber wheels were designed to bear and share the vehicle load equally while running fast, may lead to derailment and more consumption of fuel due to continuous friction/adhesion of rubber wheels on its road track; in another embodiment, convex steel wheels had been designed to run on concave rails and vice versa. This system will lead to derailment as the natural oscillating tendency of running trains due to wind force and deflection of rails in between sleepers will damage such wheels and rails, which cannot be prevented. In another prior art, in the same axle, along with flanged steel wheels, larger dia rubber wheels had also been fitted and at points of level crossings and other rail crossings, it was claimed, the rubber wheels automatically deflate and then inflate while running fast on rail tracks. Can anyone rely on such dangerous technologies playing with the lives of thousands of passengers?

According to one prior art, a camera will guide the vehicle. In another embodiment of a prior art, the larger dia rubber wheels rotate along with smaller dia steel wheels on the same axle. But there was no fool-proof technology applied to safeguard the vehicle while crossing at points of “NO-RAIL’ level crossings and other railway crossings where the larger dia rubber wheels need sufficient space or guide to pass through. This is a very very critical issue. At level crossings, if there are no rails, the train's rubber wheels take the entire load and cross the plain road on ramp with the help of guides. Still, there will encounter another big problem i.e. the larger dia rubber wheels cover more distance than the smaller dia steel wheels as both are fitted on the same axle. So when the idly rotating lifted larger dia rubber wheels suddenly lowered and made to take the entire load and run on ramp, it will create a sudden and violent JERK to the entire train leading to imbalance, disturbing passengers. Further, this kind of frequent disturbances will damage the couplings and joints and rubber wheels may also burst. Then, while crossing the plain roads at level crossings what type of mechanical or electronic devices guide the larger dia rubber wheels on ramps, had not been disclosed in that embodiment. Then comes another problem; while the larger dia rubber wheels cross other existing rail tracks, what type of guide was designed, has also not been disclosed; then while moving from loop line to main line and vice versa the same problem encounters and there was no solution explained in those embodiments.

In the present applicant's own two patent applications No. 466/DEL/2000 dated 28 Apr. 2000 and another No. 162/MAS/2001 dated 22 Feb. 2001, the embodiments of the inventions were, while running on plain roads, in the R.C.R.V. a modified semi trailer, rubber wheels were used and while running on rail tracks of existing railways all the rubber wheels had to be removed from its axles and stored in its compartment under the chassis. In the other it was road rail truck to run on rail track laid on roadways. Though the design was simple, fitting and removal of rubber wheels was a laborious job. Therefore those two patent applications had been abandoned.

Above all, it is known to many that when brake is applied to the existing railway train while running fast, it stops only after running a long distance depending upon its total load, the moisture on rail tracks and gradients. But in combined Rail-cum-Road Vehicle train the paramount critical aspect lies in its mandatory precision emergency brakes.

But in all prior arts there was no mention about such important and effective braking system. Unlike the existing railways, the present super fast Rail-cum-Road Vehicles will run on rail tracks laid along with safety fencing on its both sides on all roadways where all sorts of other road vehicles ply and pedestrians cross tracks at points where there is no fencing. So it would be fatal if there was no precision braking system in the R.C.R.Vs. That was why the heavy TRAMS/street rail cars move very slowly because of its obsolete design and ineffective braking system throughout world.

Therefore all the related prior arts could not succeed to commercialize their patents in the absence of safety, comforts, speed, simplicity, economy and eco-friendliness.

Some of the prior art known to the applicant are:

INDIAN PATENT DOCUMENTS: 466/DEC/2000 Apr. 28, 2000 E.M. Venkatachala Thoorun 162/MAS/2001 Feb. 22, 2001 E.M. Venkatachala Thoorun

U.S. PATENT DOCUMENTS: 5,289,778 A  3/1994 Romine 5,369,591 A 11/1994 Brox Meyer 5,390,118 A  2/1995 Margolis et at 6,012,396 A  1/2000 Schulz 6,050,359 A  4/2000 Mouri et al 6,123,029 A  9/2000 Mobby 6,050,026 A1 12/2001 Esposito et al 0,162,727 A1 11/2002 Matsuo 0,165,648 A1 11/2002 Zeitler 0,094,062 A1  5/2004 Jackson et al 0,250,724 A1 12/2004 Sobolewski 0,204,949 A1  9/2005 Jacob 0,027,136 A1  2/2006 Hunzinger 0,089,637 A1  4/2007 Sproat 0,119,333 A1  5/2007 Dupont et al 0,289,477 A1 12/2007 Sobolewski 0,050,011 A1  2/2009 Li 6,352,035 B1  3/2002 Kashiwase et al 6,976,432 B2 12/2005 Jacob 7,077,065 B2  7/2006 Tremblay et al 7,082,879 B2  8/2006 Alt 6,736,o71 —  5/2004 Engle 7,789,020 B2 Sep. 7, 2010 Xiaolong Li

It is known, on one side, unlike in other countries where so many private companies profitably run their own Railways, unfortunately in India the hierarchical monopoly of 150 years old railways belongs to Indian Government now after Independence. So they are not showing any interest to expand rail net work throughout India at least by encouraging any private innovations of rail-cum-road vehicles because they have the Research, Development and Standards Organization. (RDSO) for their own heavy railways investing public money of trillions of rupees on rolling stock without proper returns.

Then, on the other side, when already the entire roadways net work is heavily stampeded with the existing multi- million road vehicles, and in the absence of sufficient economic mass transport system, multi-national companies grabbed the opportunity and now fishing in troubled waters.

The major vested interests are the Automotive Manufacturers, joining hands with all loaning banks, sell vehicles, even to persons who don't need them and who cannot afford to maintain vehicles, without caring for the tens of thousands of fatal accidents and chaos caused by their killer road vehicles on all roadways throughout India and all over the world.

To sum up, the International Community is very much shocked and disgusted over the existing sluggish, dangerous and obsolete transport system, not able to cope up with the present era of advanced high speed information technology and population outburst. This acute imbalance seriously hindering industrial and agricultural growth, per capita income and socio-economic development. In the United Nations Framework Conventions on Climate Change, all countries, in one voice, expressed their growing concern about carbon emission and global warming and also their helplessness to find out a radical innovation to control it. However, developed countries, now pointing their fingers towards the highly polluting India, China and Brazil and pressurizing them for more carbon cuts.

OBJECTS OF THE INVENTION

In order to solve not only the above described problems, but the supreme object of the revolutionary invention of “Rail-cum-road vehicles” is for global level safe, most comfortable, speedy, highly economical, eco-friendly and point to point transportation of passengers and freights.

It is known, vehicles running on rail track are safe because of flanged steel wheels keep the vehicle on track. But in the case of road vehicle it can move to any direction by rotating the steering at the driver's will. This steering system, even for short distance uses, is to be considered as a necessary evil. But it is most dangerous for long distance use because drivers get mental fatigue frequently after being second by second vigil while driving. Thousands of fatal accidents occur daily, either due to drivers slept or driving in semi-conscious state. The object of the invention is to save millions of such drivers and passengers by constructing rail tracks on the same roads and allow mass and safe transportation of passengers and goods eliminating long distance individual passenger and goods vehicles.

The other object of the invention is to get frequent rain and to save all living things on the planet, by minimizing the poisonous carbon monoxide, rubber tyre dusts and noise pollution along with engine heat emission from multi millions of roadways vehicles which easily reach high altitude and drive away rain bearing clouds from the soil to the ocean.

It is pertinent to mention that majority of public may not aware that rubber tyre dust and carbon monoxide pollutions are silent killers. In order to save mankind, the purpose of this invention is to reduce the use of rubber tyres by about 80% during rail journey.

Another object of the invention is to conserve and also preserve the precious fossil fuel to last for at least 150 years which otherwise would be dried out within 25 years by the existing gas guzzling killer automobile vehicles.

It is a purpose of the invention to make the truck and bus owners very happy as they can own their trailer-cum-semi trailers and passenger coaches by floating a Railway Company as one among 500 or more Railway Companies in whole India as at least 2 million K.M. stretch roadways, out of 3.3 million K. M. stretch, may be in need of RCRVs.

Another object of the invention is to put an end to the public's hue and cry every time when fuel price is increased, because it would be negligible when comparing to the 7 to 10 times fuel efficiency by RCRVs!

Yet another purpose of the invention is to make fuel available uninterrupted to the aviation and marine transports which are the GLOBAL BLOOD LINES, by minimizing fuel supplies to inland gas guzzling vehicles, because inland transportation can be somehow maintained without fossil fuel, but not aviation and marine transports.

Importantly, in the event of a WAR or any other emergency situations there is possibilities of stoppage of total fuel supplies. In such a critical situation, how to transport people and goods from place to place? We have to seriously think from the extreme angle, as, for the sake of our own comforts and of our future generations, it is pertinent to mention that animal driven carts can carry about 4 to 5 passengers on plain roads. But on rail track, the same animal driven-cart can carry about 15 to 20 passengers! So, efficiency of the same animal cart increases by about 4 to 5 times on rail tracks!! Due to this amazing reason alone it necessitates construction of rail tracks on all roadways and expressways on an emergency basis to run Rail-cum-Road vehicles and even after wiping out of the entire oil wells throughout world, the rail tracks would be very much useful to our future generations as they at least opt for animal driven carts! and that is one purpose of the invention.

It is known, due to population outburst all roads are stampeded with all sorts of vehicles. Fatal accidents and law & order problems are common everywhere. In such a situation, in order to make entry for ambulances, fire services, police, military and V.I.Ps' convoy, the traffic of entire general public is paralyzed. Therefore, the purpose of the invention is to construct rail tracks on roadways and allow the general public to move in the RCRV trains uninterrupted so that plenty of road space would be available for all the above emergency vehicles. It is another purpose to give pleasant surprise to all tourists who visit hill stations. For example, in India, the Nilgiri Mountain Railways is operating rail travel from Mettupalayam to Ooty, a stretch of 42 K.M. and it is a tedious journey of about 5 hours, at a speed of only about 8 K.m. per hour, whereas the RCRVs. can cover the same distance within 2.5 hours that too carrying 2 times more passengers or goods and with multiple trips!

The rolling stock of R.C.R.V. is designed with an object that it is totally independent on rails and not depending upon either the existing rail vehicles or the various types of road vehicles for the transportation of passengers and goods with 7 to 10 times fuel economy, so that it would create an ecosystem in the global transport net work very very sensitive to this entire world of highly polluted environment.

It is yet another objective that in order to safeguard the interest of the entire Automotive Industries, the concept of RCRV is 100% indigenous and very much oriented with automotive component parts except rails, sleepers and steel wheels which are also improved with essential modifications and weight reductions. It is a purpose of the invention to create a boom period for hundreds of giant industries who can invest heavy amount in the manufacture of high quality light weighted rails, sleepers, steel wheels, components of rolling stock and assembling into various types of R.C.R.Vs. and then construction of rail tracks and operation of RCRVs. to cover more than 2 million kilo metre stretch of roadways net work in India alone.

It is another purpose of the invention to make INDIA an International Hub, to set up turn-key RCRV projects throughout world by Indian entrepreneurs with their team of RCRV experts, because by mass production of RCRVs, India would be in a position to compete world market with international quality at highly competitive rates, as against the high cost Indian metro rail projects of foreign countries, so that even poor countries can afford to opt for the RCRVs.

It is another purpose of the invention that by switching over from manufacturing the existing auto vehicles to the RCRVs, all auto industries will get tremendous relief from the highly neck crushing competitive market with several hundreds of brands and several thousands of non-standard components and also relief from the mental agony of maintaining highly expensive independent R.& D. in each and every auto industry, in addition to advertisements, dealer net-work and innumerable other direct and indirect expenditures.

It is another important purpose of the invention—that at present, the estimated annual road crash global cost is about Rs.30 trillions!! The present invention will certainly reduce this cost to less than 3 trillion rupees. The worldly purpose of the global mass transportation technology of the present invention is to guarantee as the only remedy, a panacea to cure major ills of mankind and other living things by indirectly reducing the multi millions of private automobile road vehicles to few millions and thereby conserving colossal fossil fuel of about 7 to 10 times which makes the decades old mere global slogan “FUEL SAVED IS FUEL PRODUCED” into reality and this mountainous fuel conservation alone will automatically pave way for global self sufficiency and PEACEFUL CO-EXISTENCE, as there will be NO-WAR FOR OIL!

SUMMARY OF THE INVENTION

Accordingly, to achieve the above objects, the present invention provides a device called “rail-cum-road vehicle [RCRV] comprising of a hybrid engine coach coupled with a trailer-cum-semi trailer/passenger coach/caravan/ambulance, economy sleepers and rail track-cum-corrugated concrete track to engage with corrugated tread rubber tyres there for.

In accordance with one embodiment of the present invention, the rail-cum-road hybrid engine coach is an independent vehicle capable of running on rail track or plain road. It contains in-built 4 nos. of axles with 4 pairs of rubber wheels and 3 nos. of axles fitted with 3 pairs of steel wheels. The front axle with a pair of rubber wheel is controlled by steering mechanism and while running on rail track the steering mechanism is locked so that the lateral movements of the front wheels is arrested. Next is an axle with a pair of flanged steel wheels.

The weight of all the steel wheels is reduced to the required level as the weight of RCRVs and its maximum axle load capacity is less in comparison to the existing heavy railways. The overall diameter of the flange of steel wheels is increased by 10 millimetres as compared to the existing flanged steel wheels of Railways. The third axle with a pair of power drive rubber wheels is connected from their inner side—to the 4^(th) crown/differential-axle with a pair of power drive flangeless steel wheels, by a pair of sprocket and chain—to the outer ends of steel wheels. The 5^(th) pair of rubber wheels are supported with wheel studs/split-axle suspension at both the ends under the ‘circular bogie’. The 6^(th) crown/differential-axle with a pair of power drive flanged steel wheels under the circular bogie is connected to the 7^(th) axle with a pair of power drive rubber wheels by sprockets and chains which is also under the circular bogie.

Therefore the 5^(th), 6^(th) and 7^(th) axles are fitted under the circular chassis forming a BOGIE which differs from the existing heavy railway bogie. Its diameter is equal to the width of its RCRV with its cross bars to support the axle of flanged steel wheels and axles of rubber wheels with hanger brackets and air bags. Its centre plate with a hole for a stud allows another centre plate with a heavy stud at its centre point fitted underneath the rear side of body chassis frame—to exactly sit into it and then the stud end is tightened with a heavy washer and nut with cotter pin at the bottom of the circular bogie so that it will remain intact with the body chassis frame. This centre plate will share the load of RCRV along with 8 nos, of steel rollers fitted around the top of circular bogie. In between the two centre plates, a greased hard rubber mat will lubricate and reduce noise and vibrations and allow smooth lateral movements of body frame over it at tight curves. This BOGIE with a single axle and a pair of flanged steel wheels is balanced with 4 rubber wheels at its both sides. This “circular bogie”, because it is lighter in weight and serves multi-purpose both on rail track and also on plain road running, it is made as a part and parcel of all long and heavy RCRVs. On rail track, with its smooth automatic circular movements up to about 35 degrees, helps pass through at tight curves and while running on plain roads, with the help of its motorized circular rack and pinion controlled movement, works as “rear steered rubber wheels” while negotiating tight curves, hair pin bends, narrow roads and while parking with self locking arrangement as and when required, all under the control of the driver while running on plain roads.

Air suspension system is known and is in the market. But in accordance with the present invention, its improved and advanced system is introduced in RCRVs. In the prior art, the high pressure air which is produced by high pressure air compressor, has limited use for braking system and inflate air bags of air suspension of individual road vehicles only and the high pressure air is vented from each air bag whenever deflation is required. But in the present invention, in most cases, plurality of RCRVs move on rail track, and therefore more high pressure air is required for all vehicles in tandem. To meet this requirement, preservation of the air is necessary to reduce the load on air compressor. To achieve this, motorized high pressure air valve pump is fitted at right and left side of each. RCRV, which are not shown in the drawings. When the RCRV train moves on tight curves, for example, to the right direction, all air bags of right side RCRVs will be half emptied by the right side high pressure air valve pump by transferring the air to all left side air bags fully inflating them so that the left side vehicle height is increased while simultaneously decreasing their right side height of air bags to enable the train to continuously move fast even at curves by better maintaining its centre of gravity. The same technique is followed for the left directional curves. To enable this system function perfectly, in each RCRV, at its right and left side, one “on-off switch” of the high pressure air valve pump is fitted at the bottom-most middle point of RCRV's full length at under carriage positioning the spring loaded switch lever projecting downwards, so that when it strikes the rod installed for this purpose at right side of inner rail track, at just few metre distance before commencement of the right directional curve, the system starts its above explained function automatically. To neutralize this or to bring both sides' air bags to same height, the right side bottom switch will again strike another steel rod projection installed for this purpose at inner right side of rail track just few metres before the end of the curve. Similar technique is followed for the left directional curves. For other functions such as lifting of some axles while on move and air requirement for braking, the existing system will continue.

In accordance with another embodiment of the invention, suitable gas engine is fitted at front end middle of the chassis and is connected to the main gear box through a link gear box which has 3 gears. The primary gear is connected to the engine at one side by means of a spring loaded, grooved coupler with a guide for gear rod and the other side is connected to the main gear box by means of a coupler. The middle gear wheel in the link gear box with a guide for another gear rod is an idle gear wheel which connects the primary gear to the gear wheel of “motor-generator” which remains adjacent to the engine. The main gear box with extra top gear applicable to super-fast engine and automatic transmission system is connected by propeller shafts to the 4^(th) and 6^(th) crown/differential axles with steel wheels which again transmit their drive to their 3^(rd) and 7^(th) axle rubber wheels respectively by means of a pair of sprocket and chain. Thus the hybrid RCRV engine, is provided with 8 wheel drive system i.e. 4 steel wheel plus 4 rubber wheel drive. Since the RCRV train of passengers or goods will be driven by two hybrid engine coaches, one in front and another at rear side, totally 16 drive wheels will pull and push the train comfortably.

Another embodiment of the present invention is the MULTI-FUNCTIONAL, CORRUGATED CONCRETE TRACK FOR CORRUGATED TREAD RUBBER WHEELS. This is one among the “corner-stones” of the present invention as explained already. Steel rack and pinion system is known and functions in the Mountain Railways. But its speed is only around 8 Km. per hour. Its engine weight is enormous and hauling capacity is very less. But the light weighted RCRVs with more power and with the above corrugated concrete track and corrugated rubber wheels which functions like “rack and pinion” can climb the hill with double the speed and double the load! While running on the RCRV rail tracks on the existing roadways and expressways, at the will of the driver, the corrugated tread rubber wheels will strongly engage/grip with the corrugated concrete track in order to prevent slippery of steel wheels over rail track while starting and picking up speed, while climbing up-gradient, to control speed in down gradient and for emergency braking.

Another embodiment of the present invention is the “rail track brake”. RCRVs run on rail tracks laid on the existing roadways and express-ways with safety fencing on both sides of the track. However, at some ‘no-fencing points’ where pedestrians and vehicles cross the track, this RAIL TRACK BRAKE along with other brakes will immensely help stop the RCRVs instantly. This device is fitted in each RCRV mandatorily at tandem with axles of steel wheels. It is light weight with simplified operation in comparison to the existing track brakes of railways and trams which are very heavy and very costly.

In accordance with one embodiment of the present invention, an articulated hybrid engine coach has the same features as in hybrid engine coach except the circular bogie and the 5^(th) axle and its rubber wheels have been removed. Also the flangeless steel wheels of 4^(th) axle have been replaced with flanged steel wheels. The articulated centre point is fitted with the cross bar of chassis at the end of 4^(th) axle of flanged steel wheels and the last two axles are under the articulated chassis. Since the propeller shaft has universal joints at its both the ends, this articulated RCRV is able to pass through tight curves comfortably.

In another embodiment of the present invention, the Mini hybrid engine coach is the same as the hybrid engine coach but without axle no. 3 and 4. This is for hauling light load and for use as fast tram.

In accordance with one embodiment of the present invention, in the “Trailer-cum-semi trailer, next to its usual “King Pin” and the usual landing gear/telescopic front legs, the front axle with flanged steel wheels are fixed with a detachable steel frame with air bag suspension under it. The rail track brakes are fitted behind the flanged steel wheels and on the other side a light axle with a pair of mini flanged steel wheels are fitted under the frame with a telescopic vertical support for the purpose of moving out the entire frame, if it is detached from the trailer. Its rear “circular bogie” is the same as in its hybrid engine coach but without its crown/differential boxes and sprockets and chains which are not required for the trailer. To bear more load while running on plain roads, there is one axle with a pair of rubber wheels and usual fittings fixed to the chassis just before the circular bogie.

In accordance with another embodiment of the present invention, the passenger coach at its rear end has the same “circular bogie” as in the trailer-cum-semi-trailer. At its front end is fitted with an axle and two flanged steel wheels with the usual fittings. At its behind, a pair of rail track brake is fitted with the support of the extension from the flanged wheels' axle-air bag arms. Its next axle is with a pair of rubber wheels.

In another embodiment of the present invention, the Caravan/Ambulance both have the same wheel arrangements. Its front axle has steerable rubber wheels. Its 2^(nd) and 3rd axles are with flanged steel wheels and have the minimum wheel base so that it does not require the circular bogie. Its 4^(th) rear axle has been converted into wheel studs/split axles with rubber wheel drives. Its suitable capacity engine with gear box and crown are fitted at the rear side of the vehicle. The drive rods at both sides of the crown drive the rear rubber wheels. While on rail track as one among 50 or 60 RCRV caravans in tandem, its 4 flanged steel wheels take the load when the front and rear RCRV hybrid engines pull and push the train. These caravans are more comfortable, luxurious, most safer and economical than the costly luxury cars. The RCRV ambulances on rail track will reduce travel time, violent siren noises and help save patients with timely medical treatment.

In accordance with another embodiment of the present invention, to suit the light weighted RCRVs, an economy rail track with light weight and lesser numbers of sleepers are laid on the hard surface roadways and expressways and so there is no need of any ballast at all. In the existing rail tracks of the heavy rolling stock, because of rail tracks are laid on soft earth and upon ballast and then on the extra heavy sleepers, deflection of rails between the sleepers during running of trains, is an unavoidable perennial problem. Whereas RCRVs will never face such problem as its rail track is laid on hard surface and so deflection problem is totally eliminated. Due to deflection, the heavy existing trains tend to unbearable oscillations with disturbing vibrations and noises in addition to speed reduction and requirement of extra power to make up the power loss due to deflection, whereas it is easy and most economical to construct rail tracks on the existing roadways and expressways because lesser weight rails and lesser numbers of light weighted sleepers will serve the purpose.

Another embodiment of the present invention is the simple design of the light weighted sleepers. The “rail bearing plate” at both the ends of a sleeper and its inverted tee section tie-rod are all made out of steel. It may be of steel casting or steel forging with required hardness and tensile strength. Its minimum thickness/height at ‘inner rail bearing area’ is about 15 mm with 1 in 20 slope. Its overall width is around 160 mm and length is about 250 mm, excluding the tie-rod and its bracket. The exact size groove at bottom will accommodate the flat footed bottom of the rail to rest at bearing area. Two moulded jaws of about 50 mm width will hold the outer flat foot bottom of the rail. But to hold the inner flat foot bottom of rail, a separate single loose piece forged steel with double jaws of similar size with suitable holes just below each jaw for bolting it to the bearing plate to hold the rail firmly. In between the two jaws at both sides there is space with suitable holes for the grouted high tensile bolts to hold the rail along with the sleeper/bearing plate with rectangular washers and nuts firmly to the hard road surface. To hold the rails on the hard road surface, holes are drilled on the road surface at the point where both sides of flat bottom of rails rest on the bearing plate of light sleeper placed at one-metre distances under the rails, and required size bolts are grouted strongly to the earth.

When all the bearing plates of light sleepers have two holes for the grouted bolts, the wider size bearing plates of sleepers at rail joints will be about 230 mm wider with 4 holes per bearing plate with 3 jaws to hold two rail joint and its length about 250 mm. The rail joints may be welded together with usual method. After completing the rail track construction and after trial run of RCRVs., corrugated heavy reinforced concrete slabs may be separately made and paved at both outer sides of rail tracks ‘throughout its length as concrete corrugated track for rubber tyres. Its width may be about 600 mm for the standard gauge RCRVs, to accommodate ‘super single wider tyres’ with corrugated treads to match and engage the corrugated slabs. The level of the slab may be about 30 mm lower than the rail head level for expressways and in cities it will be at same level, or wherever it is necessary including inner rail track levels to facilitate free movements of other vehicle traffic across rail track.

In accordance with another embodiment of the present invention, a simplified technique to place the RCRVs on rail track from plain roads is to be followed. In normal occasions, at terminals also, the hybrid engines and passenger coaches will always remain on rail tracks only, as they resume their return journey by moving on the circular track. But the trailer-cum-semi-trailers, at terminals, will be hauled away from rail tracks with the help of stand by tractors and the incoming trailer cum semi trailers will be placed on rails from plain roads. Because the RCRVs. have “single axle-steel wheels circular bogie” it is easy to place it on rails from the plain roads. Since all the rubber wheels' outer edge of all trailer cum semi trailers are standardized and is aligned on straight line irrespective of whether the tyre width is wider or thinner, it facilitates easy placement on rails. At terminals where the RCRVs are placed on rails, the rail head and road surface will be on same level. Bright and permanent thin lines are made on the plain road at both sides of the track which must be in alignment with the outer border of the RCRV. The driver of the tractor while moving the trailer cum semi-trailer backward to place it on rail track, should be able to see the bright line. When the outer edge of rear side rubber wheels are in alignment with the bright line, he slowly lowers the rear axle of steel wheels on the rail track and simultaneously lifts the rear rubber wheels. When minor alignment is required, the motorized circular bogie makes minute movement to place the wheels on rails. Then the front steel wheels are easily placed by the driver by moving the vehicle little forward right or left and then by slowly lowering the steel wheels and lifting the rubber wheels. Other smaller RCRVs and articulated RCRVs without circular bogie are placed on rail track by aligning its outer border with the bright lines drawn there on the road. Thus there is no need of any special guide for the purpose.

Another embodiment of the present invention is, construction of RCRV rail track over the existing other Railways' rail track. It is known the existing heavy rail track should not be disturbed in any way. Therefore the RCRV rail track at the spot where it encounters the main line, is cut into two sections and each section is hinged to the end of RCRV track at both sides of the main line. To allow the main train to pass through the crossing spot, both the RCRV'S HINGED rail track section of a length of about two metres at each side is lifted by the same mechanism used for lifting the existing barriers of level crossing. After crossing of the main train, the two rail track sections are lowered like a barrier and by self locking the flat footed bottom of rails with the ground end-support-plate fitted at the middle of the main rail track which, in no way, will disturb running of main line trains.

ADVANTAGES

-   1. Smooth running of RCRVs on rail tracks with minimum use of rubber     wheels and no contact of rubber wheels on road surface in normal     running and therefore no friction of rubber wheels while running on     rail tracks leads to saving of fuel by 7 to 10 times! in comparison     to the existing roadways vehicles. -   2. Therefore demand for all types of RCRVs may increase worldwide     while correspondingly the demand for personal road vehicles may     decrease. -   3. The final result would be enormous reduction of carbon monoxide     emission, noise, engine heat, rubber wheel dust emanated from the     multi-million roadways vehicles, may cumulatively mitigate the     global warming and its dangerous effects. -   4. Reduction of roadways fatal accidents by more than 20 times! -   5. Considerable reduction of freight charges. It would be a boon     period for the toiling truck and bus owners as they can own their     RCRV trailer cum semi trailers and passenger coaches and forget     about frequent diesel price increase. -   6. Reduction of travel time to commuters due to super fast, most     comfortable and safe journey leads to saving of precious man hours     to earn more money. -   7. The average cost of construction of 1 Kilo metre length of Metro     double rail track is about Rs.400 crores and for Mono rail it is     about Rs.140 cores. The cost of their Rolling Stock is also     unimaginably high. Instead of 1 KM stretch Metro rail, at least 80     KM length of RCRV double track can be constructed on the city     streets where the crowd actually need a comfortable public     conveyance, which will benefit the public multi times more than the     metro or mono rails as they need not walk or climb the long flight     of stairs to board into metro or mono. -   8. Tourism will develop to a new high. It would be a pleasure to     young and old to move out for a merry go around in a circular RCRV     fast tramway net work within cities. These RCRVs can climb on     Mountain Rail track with double the speed and double the load in     comparison to the existing slow moving mountain railways. -   9. To save precious time, labour and enormous money of V.I.Ps. and     frequent travelers/tourists, the RCRV CARAVANS would be a home on     rails away from home to relax, refresh, attend office work and walk     away afresh from the caravan to attend their works by getting rid     about the worrisome high-cost lodging and boarding, then check out     time, handling of their luggage and transshipment. This most     economical RCRV caravan's luxurious facilities are not available     even to the MOST LUXURIOUS ROLLS ROYCE car owners! -   10. Agricultural income will increase due to vegetables and many     varieties of fruits find far away new markets in the extreme corners     of a country so far untouched, due to super fast long distance RCRV     net work. -   11. This Transport Revolution will pave way for another GREEN     REVOLUTION along with INDUSTRIAL REVOLUTION and GDP growth. -   12. Even though the present invention may lead to unemployment in     unproductive and dangerous sectors, they will be absorbed in nation     building safe jobs. In fact there will arise enormous employment     opportunities even for retired employees of railways and other     departments. -   13. Infinite advantages will accrue only after dedication of this     invention to the entire world. -   14. The present invention suits to (1) Standard gauge, (2) Metre     gauge and (3) Narrow gauge RCRVs and all types of goods vehicles     such as carriers of containers, oil tanks, fertilizers, steel,     fruits and vegetables in refrigerated compartments and all other     goods can be transported to any remote corner of a country. -   15. Time will prove the present invention of RCRV is a PANACEA to     cure major ills of all living things on earth.

BRIEF DESCRIPTION OF THE DRAWINGS

The exemplary embodiments of this invention are illustrated in the accompanying drawings and 3 D images.

FIG. 1 is a top view of a Rail cum Road Vehicle being a “Hybrid Engine Coach” according to one embodiment of the invention.

FIG. 1( i) is a 3 D top view image of the above FIG. 1.

FIG. 1( ii) is a 3 D top view close up image of the front portion of above FIG. 1.

FIG. 1( iii) is a 3 D top view close up image of the middle portion of above FIG. 1.

FIG. 1( iv) is a 3 D side view close up image of the rear circular bogie of above FIG. 1.

FIG. 1( v) is a 3D rear view close up image of the circular bogie of above FIG. 1.

FIG. 1( vi) is a 3 D side view close up image of steering end arm of above FIG. 1.

FIG. 1( vii) is a 3 D side view close up image of Rail Track Brake of above FIG. 1.

FIG. 1( viii) is a 3 D side view close up image of sprockets and chain system of above FIG. 1.

FIG. 1( ix) is a 3 D side view image of the above FIG. 1.

FIG. 1( x) is a 3 D image of crowned axle's end-flange with long bush and overlaid square bush.

FIG. 1( xi) is a 3 D image of solid axle's threaded bush with end flange fitted with square bush with flange.

FIG. 1A is a top view of a Rail cum Rod vehicle being an “Articulated Hybrid Engine Coach” according to one embodiment of the invention.

FIG. 1B is a top view of a Rail cum Road Vehicle being a “Mini Hybrid Engine coach” according to one embodiment of the invention.

FIG. 2 is a top view of a Rail cum road Vehicle being a “Trailer cum Semi Trailer” according to one embodiment of the invention.

FIG. 2( i) is a 3 D side view image of the above FIG. 2.

FIG. 3 is a top view of a Rail cum Road Vehicle being a “Passenger Coach” according to one embodiment of the invention.

FIG. 4 is a top view of a Rail cum Road Vehicle being a “Caravan/Ambulance” according to one embodiment of the invention.

FIG. 5 is a 3 D top view image of economy sleeper's Bearing Plates with double jaws and triple jaws according to one embodiment of the invention.

FIG. 6 is a 3 D top view close up image of Bearing Plate with double jaws of above FIG. 5.

FIG. 7 is a 3 D top view close up image of Bearing Plate with triple jaws of the above FIG. 5.

DETAILED DESCRIPTION OF THE INVENTION

The FIG. 1 is a Rail cum Road Vehicle of the invention being a “Hybrid Engine Coach” totally an independent prime mover on rails or on all roadways. It has 4 pairs of rubber wheels 1.1 and 2 pairs of flanged steel wheels 2.1 and one pair of FLANGELESS steel wheels 3.5. The solid axle 1 is the front axle with normal size rubber wheels 1.1 and controlled by steering and pinion 1.3 which is connected to steering end arm 1.4 and tied to the tie rod 1.5.

Solid axle 2 with flanged steel wheels 2.1 fitted with taper roller bearings 2.2 supported by threaded bush with end flange 2.3 to hold steel wheel 2.1. To prevent loosening or tightening of the threaded bush 2.3, a square holed bush with flange 2.4 is bolted to the flange of the threaded bush 2.3. This square bush also hold the air bag 12.2 on it at solid steel wheel axle's both the ends. Crowned hollow axle with flanged steel wheels is fitted with axle's end flange with long bush 2.5 and overlaid square bush 2.6. In between long bush end and overlaid square bush, heavy roller bearings are fitted.

The overall diameter of the flange of steel wheel is increased by 10 millimetres for safety purpose while RCRVs running fast through up gradient to down gradient. The overall weight of steel wheel is also reduced to the required level as the weight of RCRVs is less comparing to the prior art. The maximum axle load capacity is 17.5 tons.

The steel frame 5 of RAIL TRACK BRAKE system, gets its support from the extended axle arm 12.1 of axle 2 and axle 3 of steel wheels. The rail track brake shoe 5.1 which moves up and down is operated by double shafts inside double cylinders under air bag 5.2. The purpose of fitting double shafts is to prevent lateral movements of the brake shoe. This rail track brake system differs in its design from the prior arts and its weight is also lighter in comparison to that of trams or other railways. This economical braking system is most essential during emergency braking.

The gas engine 6 fueled by L.P.G/C.N.G./L.N.G. and the generator/motor 7 are both fitted side by side at the front end of the vehicle and both are connected to a LINK GEAR BOX 8 in parallel via ‘inner grooved coupler with guide for gear rod 6.1 to the primary gear 8.1 and another grooved coupler without guide of the generator/motor to the 8.3 gear. This Link Gear Box with 3 gears plays an important role during regenerative braking. The main gear 8.1 is connected to main gear box 9 by a universal coupling 9.1. The middle gear 8.2 is a sliding idle gear which, during regenerative braking is engaged by the driver to both the gears 8.1 and 8.3 so that the generator 7 runs and the electricity produced is stored in batteries kept on the roof. The stored power is used to run the motor of air compressor unit kept nearby on the roof, which are not shown in the drawing. The existing hybrid roadways vehicles produce much less power by regenerative braking because of enormous rubber tyre friction on road surface, whereas R.C.R. vehicles produce multi times more power because their steel wheels on rails runs freely much longer distance without any friction, even when the driver switched off the engine.

The main gear box 9 with auto transmission is used to attain continuous pick up without any jerk while changing gears which is an unavoidable problem in the gear box with manual gear changing system. The engine power is transmitted via link gear box 8 and main gear box 9 to the crowns/differential boxes 11 and 11.1 of the hollow axles 3 and 3.1 respectively. The power drive rods inside these axles transmit the power from the crowns to the steel wheels. The steel wheels further transmit their drive to their adjoining rubber wheels 1.1 of 3^(rd) axle 1.6 and 7^(th) axle 1.6 by means of sprockets 4 and 4.1 and heavy chain 4.2. The tension of chain is maintained by spring loaded arms extended from top and bottom of the axles and fitted with mini sprockets 4.3 at top and bottom. Since the diameter of steel wheels is smaller than that of rubber wheels and in order to synchronize the distances covered by both the steel and rubber wheels, right size sprockets are fitted to both steel and rubber wheels. To accommodate space for sprockets and chains on both sides, the width of rubber wheels are in normal size, not wider and as the 4 pairs of normal size rubber wheels can also very well bear the vehicle load while moving over a short distance on roadways.

The purpose of fitting FLANGELESS steel wheels 3.5 in between two flanged steel wheel axles is to prevent jumping of these steel wheels over the rails at tight curves. In order to increase the hauling capacity of engine, these extra drive rubber wheels are necessary. The CIRCULAR BOGIE 14 at the rear of the vehicle is different from the prior arts which has double or triple axle bogies. In this bogie, the single crowned axle 3.1 with flanged steel wheels 2.1 in the middle of the circular bogie is balanced by 4 rubber wheels on its both sides with their axles 1.6 and 1.8. The wheel stud/split axle 1.8 is fitted to provide space/accommodate the propeller shaft, availing the limited space under the circular bogie. Since the total weight of the entire circular bogie is much less when comparing to that of the prior arts, it forms part and parcel of any R.C.R.V. For smooth movement of body frame over the circular bogie, 8 nos. of steel rollers 14.1 are fitted around the circular bogie on its top. Its centre plate 14.2, in which another centre plate 14.3 with heavy stud fitted under the rear of the body frame, will perfectly sit into it and then the stud is tightened with heavy washer and nut underneath circular bogie, so that it allows lateral movement of the body frame on rails by about an angle of 35 degrees on both sides. Thus the single axle steel wheel bogie facilitates the vehicle to comfortably run faster on rails even at tight curves.

The circular bogie 14 is fitted with MOTORISED PINION AND RACK 14.4 at its front middle bottom and another bare pinion and rack 14.5 at its rear middle bottom. The heavy spring loaded lock 14.6 is actually fitted just above the motorized pinion. A taper hole at the middle side wall of the circular chassis just above the motorized pinion will enable perfect locking, only while running on plain roads. Also the driver on plain roads can lock or unlock by operating the lock lever. But while running on rails, it should be unlocked by inserting the spring loaded hooked pin into the lock hole by pulling back the lock roller pin. Also a signal in the driver's cabin will indicate lock position. At rear middle, just above the bare pinion, one heavy spring loaded ball stopper 14.7 is provided to avoid vibrations of circular chassis while on move.

All the R.C.R. rolling stock is provided with air suspension system and shock absorbers for maximum comforts. The hanger bracket 12 for axle arm with load bearing air bag 12.1 and another axle lift air bag 12.3 just behind hanger bracket are provided to all the axles. To lift any of the axles, the axle lifting air bag 12.3 inflates while simultaneously the load bearing air bag deflates to achieve the purpose, with the help of air transfer valves without wasting high pressure air. The air valves are not shown in the drawings. The same function is applied to inflate or/and deflate all left side or right side air bags when the R.C.R.V. train passes through tight curves.

From FIG. 1( i) to 1(xi) are all the 3 D images of the above FIG. 1 which will enable one to understand the invention more vividly.

FIG. 1.A. is one embodiment of the invention being an ARTICULATED HYBRID ENGINE COACH. In this, the circular bogie and its 5th wheel studs/split axle with its pair of rubber wheels have been removed. At the centre point of the cross bar of the chassis at the end of 4^(th) axle, the articulated chassis 14.8 is fitted wherein the crowned axle 11.1 with flanged steel wheel drive connected to its rear rubber wheels of axle 1.6 by means of sprockets and chains. The propeller shaft 10.1 with its universal joints at its both ends enables the crown axle under the articulated chassis to function perfectly even at tight curves on rail tracts.

FIG. 1.B. is one embodiment of the invention being a MINIATURE R.C.R.HYBRID ENGINE COACH. This has all the features of the FIG. 1 but minus the third axle 1.6 with rubber wheels and the fourth axle 3 with flangeless steel wheels 3.5 including the rail track brake system and sprockets and chains. Since its engine capacity 6.3 is smaller, correspondingly the capacities of its generator/motor 7.1, main gear box 9.1, and all other critical components are reduced. This is suitable for light work and more useful as fast trams.

FIG. 2 is one embodiment of the invention being the Multi Purpose “R.C.R.TRAILER CUM SEMI TRAILER. At its front, under its body chassis frame the king pin 19 is at its usual place. Next to it, is the usual Landing Gear/Telescopic leg 18. Next to it, is the steel frame 17, under which, at its middle, the axle 2 with flanged steel wheel 2.1 with hanger bracket 12 with axle arm and air bag 12.1 and the axle lift air bag 12.3 and the air bag 12.2 at both the ends of axle of flanged steel wheels and the complete set of rail track brake 5, 5.1, and 5.2 are fitted. At its front, one pair of mini flanged dummy steel wheels 5.4 are fitted under a telescopic frame 5.5 Since this complete set is lesser in weight, it can always remain with the trailer itself even while moving on plain roads hauled by a tractor. If necessary it can also be detached at the terminus after completing rail journey.

At the trailer's rear end, the circular bogie 14 with all its fittings as in FIG. 1 finds its place. Since this FIG. 2 is not a prime mover, and is hauled by a heavy tractor while moving a short distance from the rail track terminus on roadways to the point of destination to deliver goods, it does not require engine, gear box or other power transmission equipments as in roadways trucks. Therefore there are no propeller shafts, no crowns and sprockets and chains. To bear heavy load, all the six rubber tyres are super single wider width tyres 1.2. Among all the R.C.R. Rolling Stock, only the Trailer cum semi trailers frequently put its circular bogie into maximum use both on rail track with its long wheel base and on roadways because this circular bogie is very useful while moving on narrow roads, sharp curves, hair pin bends and also while parking, as it functions like rear steering on plain roads controlled by its motorized pinion and rack, as per the vehicle driver's option.

In front of the circular bogie, one axle 1.7 with a pair of super single wider width tyres 1.2 are fitted under a steel frame, Thus this trailer cum semi trailer has 6 numbers of wider width single tyres and 4 numbers of flanged steel wheels. To haul coaches or goods vehicles by hybrid engine coach, it has centre buffer couplers 20 at its both ends on its heavy body chassis frame 16.

FIG. 2( i) is a 3 D image of the above FIG. 2.

FIG. 3 is one embodiment of the invention being a PASSENGER COACH. Normally the hybrid engine coach FIG. 1 along with these Passenger Coaches will always remain on rail tracks. Only for maintenance/repair these may move out of rails for a short distance. At its front side, one solid axle 2 with a pair of flanged steel wheels 2.1 with rail track brake set 5, 5.1 and 5.2, are fitted. Next is one axle 1.7 with rubber wheels 1.2 and air bags set as in FIG. 1 are fitted. At its rear side, the complete set of circular bogie as in FIG. 2 are fitted.

FIG. 4 is one embodiment of the invention being a REAR RUBBER WHEEL DRIVE CARAVAN/AMBULANCE. It may be a front wheel drive with front engine. In this vehicle, the circular bogie is not fitted. It is a rear rubber wheel drive R.C.R.V. with a suitable capacity engine 6.2 and gear box 9.2 with crown 11.3 and the power drive rods 11.4 on its both sides, drive the rear rubber wheels which is supported by wheel studs 1.8. The hanger brackets with extra width 12.4 bear the wheel studs on both sides. Thus, in the middle of this mid size vehicle, two axles of flanged steel wheels with minimum wheel base are fitted, so that on rails these steel wheels will find no difficulty while passing through at tight curves. At the front end one axle with steerable rubber wheels are fitted. The Caravan/Ambulance is a light RCRV. The weight of its flanged steel wheel is minimized since its single axle's maximum load capacity is 4 tons only. Therefore such Ambulance will revolutionize patient care and the luxurious Caravan will attract everybody particularly luxury car owners, middle class people and all tourists.

FIG. 5 is a 3 D top view image of economy sleeper's Bearing Plate with double jaws and triple jaws according to one embodiment of the invention.

FIG. 6 is a 3 D top view image of the Bearing Plate with double jaws. This bearing plate differs from the prior arts in its design, weight and material. Its width is about 160 mm and length about 250 mm. According to the present invention, these sleepers are bolted to the hard road surface unlike the existing railways where their heavy concrete sleepers are laid on ballasts. Before bolting the economy sleeper's bearing plates to the ground with one metre gap between the sleepers, holes are drilled at the earmarked spot and two foundation bolts are grouted. The foundation bolt 1 at opposite sides receive the bearing base plate 2 which has the moulded double jaws at its outer side wherein the rail's outer flat bottom will rest. At inner side, the loose piece with double jaws 3 is tightened to the bearing base plate with two studs 6 with nuts 7. Before tightening, the loose jaw is locked into the long moulded cavity at the rear side of the bearing base plate. Then the two foundation bolts 1 are tightened with rectangular washers 4 and nuts 5 firmly to the road surface. The moulded double brackets 8 at the rear will accommodate an inverted ‘T’ section 9 with double rivets.

FIG. 7 is a 3 D top view image of the bearing plate of the above sleeper of FIG. 5 with triple jaws which is used at the two rail joints. Its width is about 230 mm and its length is about 250 mm. In this four foundation bolts 1 are grouted to the ground. The bearing base plate 2(1) is wider and the loose piece with triple jaws 3(1) is fitted with the same procedure as explained in FIG. 6. Other components 4, 5,6, 7, 8 and 9 are same as in FIG. 6.

One shim 10 with 1 in 20 slope, its length is about 125 to 150 mm and its width is equal to the width of flat bottom of the rail to be laid on it, is placed in the middle between two bearing plates of two sleepers to fill the gap between road surface and rail flat bottom. The thickness/height of this shim is same as of bearing plate's thickness at rail seating area.

While this invention has been described and shown through drawings and 3 D images it will be obvious to those skilled in the art that further modifications and changes may be made without departing from the invention in its broader aspects, and therefore, the aim in the appended claims is to cover all such changes and modification as fall within the scope of the invention or limits of the claims appended hereto.

ADVANTAGES OF RAIL CUM ROAD VEHICLES & DISADVANTAGES OF ROAD VEHICLES  1. FUEL CONSUMPTION FUEL CONSUMPTION BY ROAD VEHICLES FUEL CONSUMPTION BY RAIL CUM ROAD VEHICLES  2. CARBON MONOXIDE FROM ROAD VEHICLES POLLUTION FROM RAIL CUM ROAD VEHICLES  3. ENGINE HEAT, NOISE AND FROM ROAD VEHICLES TYRE DUST POLLUTION FROM RAIL CUM ROAD VEHICLES  4. ACCIDENTAL DEATHS AND BY ROAD VEHICLES INJURED BY RAIL CUM ROAD VEHICLES  5. SPEED OF ROAD VEHICLES OF RAIL CUM ROAD VEHICLES  6. HOW LONG FUEL WILL BE ROAD VEHICLES WILL EMPTY THE FUEL WITH IN 25 YEARS AVAILABLE IN THE WORLD RCRVS WILL MAKE FUEL AVAILABLE FOR MORE THAN 150 YEARS  7. GLOBAL WARMING BY ROAD VEHICLES BY RAIL CUM ROAD VEHICLES  8. FREIGHT OF ROAD VEHICLES OF RAIL CUM ROAD VEHICLES  9. TRAFFIC BOTTLE-NECK DUE TO ROAD WAYS VEHICLES DUE TO RAIL CUM ROAD VEHICLES 10. SALE OF FRUITS AND BY ROAD VEHICLES VEGETABLES TO FAR AWAY BY RAIL CUM ROAD VEHICLES DESTINATIONS 11. SOCIO ECONOMIC THROUGH ROAD VEHICLES DEVELOPMENT THROUGH RAIL CUM ROAD VEHICLES 12. TOURISM DEVELOPMENT BY ROAD VEHICLES BY RAIL CUM ROAD VEHICLES 

I claim:
 1. A rail cum road vehicle for use to run on rail track or on plain road includes a gas powered hybrid engine coach linked to and pull one or several passenger coaches or goods vehicles; all in common fitted with pneumatic rubber wheels, steel wheels, air suspension system with hanger brackets, air and pneumatic brakes and couplers; an air suspension mechanism lifts all flanged steel wheels while running on plain roads and while running on rails all pneumatic rubber wheels remain lifted up just few centimetres above the corrugated concrete track-laid by the side of outer rails for use of corrugated tread rubber wheels; said hybrid engine coach is fitted with 3-geared LINK GEAR BOX in between the engine and main gear box for the purpose of either to connect the engine to wheels or to connect the adjacent generator/motor to wheels to produce electric power during regenerative braking; said hybrid engine coach has at least two front pneumatic rubber wheels drivably connected to a steering mechanism for use while running a short distance on plain roads, and the 2^(nd) axle of flanged steel wheels serve the purpose as front rail-guide wheels ; said hybrid engine coach transmits its engine's rotating power to its wheels through link gear box, main gear box, propeller shafts, crowns of 4^(th) axle of flangeless steel wheels and ‘6^(th) axle of flanged steel wheels-under circular bogie’ through drive shafts from crown-inside the axle to its wheels; the width of said flangeless steel wheels of 4^(th) axle is extra wider and fitted in between the 2^(nd) and 6th axles of flanged steel wheels; these flangeless steel wheels are fitted only in hybrid engine coach which has its rear flanged wheel under circular bogie; said steel wheels then transmit their rotating power to the adjoining pneumatic rubber wheels of 3^(rd) axle and 7^(th) axles via sprockets and chains; said chains are fitted with spring loaded mini sprockets at its outer top side and outer bottom side to keep the required chain tension during the process of up and down moving axles of steel wheels or rubber wheels while on move on rails or on roads; ‘rail track brake’ sets for emergency braking is fitted with steel wheel axles; multi purpose single axle of steel wheels circular bogie accommodates a 5^(th) split axles with two pneumatic rubber wheels, a 6^(th) crowned axle with flanged steel wheels is fitted in the middle and its rotating power is transmitted to its adjoining 7^(th) axle of pneumatic rubber wheels by sprockets and chains; said circular bogie allows flexible movement of its super structure along with its front flanged steel wheels on rail track by about 35 degrees on right or left sides thereby preventing its rear steel wheels under the circular bogie from jumping over rails; in an articulated type of hybrid engine coach, the flangeless steel wheels of 4^(th) axle are replaced with flanged steel wheel and the circular bogie with its 5^(th) split axles with rubber wheels are replaced with regular articulated chassis fitted with only 6^(th) and 7^(th) axles connected by sprockets and chains as the propeller shaft extends up to 6^(th) axle, and the articulated chassis front arm is connected at the centre point of cross bar of first chassis after the 4^(th) axle and rail track brake set; a mini hybrid engine coach is a miniature form of hybrid engine coach, as it is without the 3^(rd) axle of rubber wheels and the 4^(th) axle of steel wheels to make it only a 4 wheel drive through sprockets and chains i.e. 2 steel wheels plus 2 rubber wheels under the circular bogie and the sizes of all components have been reduced to required level.
 2. Steel wheels as claimed in claim 1, it is with 1 in 20 slope starting from flange side; the overall diameter of flange is increased by 10 mm as compared with the existing railways, its overall weight is reduced/ascertained according to maximum load capacity of different types of rolling stock that varies from 5 tonnes to 35 tonnes. For light weight rolling stock the new concept light weighted rail wheel is: its hub is made out of steel, its disc is made out of strong but light weighted aluminium-alloy material, but its tyre is made out of steel or a ‘non-metal material’ which is ‘multi times stronger but multi times lighter than steel, which runs noiseless.
 3. Crowned axles as claimed in claim 1, are fitted with steel wheels supported by heavy taper roller bearings over the ends of hollow axles, so that axles remain rigid and both the wheels move independently.
 4. Air bags suspensions are fitted on the extreme ends of solid and crowned hollow axles of steel wheels; T.R. bearing supported steel wheel is retained at its unshakable position by a suitable washer and threaded bush with end flange with multiple bolt holes and to arrest movement of this bush, another plain square bush with bolt holed inner flange is tight fitted over the square end of the solid axle and both flanges are tightened together by bolts & nuts; For crowned hollow axle, a heavy flange with long bush is bolted to the outer side of steel wheel hub and suitable two roller bearings are fitted over the end of the long bush and another square bush is overlaid the roller bearings and air bag is tightened on top of the square bush along with shock absorbers.
 5. Corrugated tread pneumatic rubber wheels to grip with corrugated concrete track of about 600 mm width to function like ‘rack and pinion’ as the edges of these rubber wheels and the concrete track are designed to resemble the shape of smoothened gear teeth.
 6. In an air suspension system as claimed in claim 1, an advanced/improved technology is incorporated for rail cum road vehicles; the air is preserved and used for the whole train by using special air pumps transferring the air from right side air bags to left side and vice versa when train runs fast at slant tight curves to maintain centre of gravity.
 7. A link gear box as claimed in claim 1, has 3 gears, one is main gear with heavy shaft connecting both engine and the main gear box; the sliding coupler over engine shaft which the driver can connect or disconnect with the main gear shaft; the 3^(rd) gear is coupled to the generator/motor and in between is the 2^(nd)/middle sliding idle gear which the driver can engage with 1^(st) and 3^(rd) gears whenever regenerative braking is activated so that the rotating steel wheels of RCRV are connected to the generator to rotate to produce power to run air compressor unit or the vehicle through batteries.
 8. Sprockets and chains as claimed in claim 1, to synchronize the distance covered by both the smaller dia steel wheels and the bigger dia rubber wheels, proper size sprockets are fitted to these wheels; to accommodate sprockets and chains, normal/smaller width rubber wheels are fitted to the hybrid engine coaches.
 9. RAIL TRACK BRAKE as claimed in claim 1, is one among four brakes and consists of brake shoes fitted with its double upper extension rods inserted into double bushes which is fitted behind both steel wheels with a common steel frame which gets it support from the axle arm at both ends of axle but inner side of steel wheels; the brake shoe upper extension rods top is fitted with air bag or hydraulic mechanism for emergency braking.
 10. A MULTI PURPOSE CIRCULAR BOGIE as claimed in claim 1, is a single axle flanged steel wheels bogie balanced by 4 rubber wheels on its both sides; the motorized rack and pinion mechanism incorporated under the circular bogie and a spring loaded safety lock provided just above the motorized pinion are both driver controlled while running on plain roads; but the lock is released by the driver while running on rails; this mechanism functions like rear steering; a centre plate is provided at the centre of the bogie with a hole at the centre base plate and another centre plate with a heavy bolt at its centre point is provided under main chassis frame and when placed together the upper plate exactly fits inside the centre plate of bogie and the heavy centre bolt is tightened underneath the bogie; to enable smooth movement of main chassis frame over the circular chassis, steel rollers are provided; to avoid vibration of bogie while running, a spring loaded ball stopper with corrugated steel steps is provided just above the rear bare pinion; both motorized pinion and bare pinion on both sides are bolted to the main chassis frame so that the bogie remain intact at its place; lubricated hard rubber cushion is placed in between the two centre plates.
 11. A TRAILER CUM SEMI TRAILER for use to run on rail and on road is provided with a king pin at its usual place beneath the main chassis frame at front side; next to it is the landing gear and next is the first chassis/steel frame, at its middle is a solid axle with flanged steel wheels supported by two hanger brackets which holds the two axle arms, axle lift air bags are fitted behind the hanger brackets and on both axle arm extensions are fitted with axle load bearing air bags and the solid frame of rail track brake set; the brake shoes are placed just above rails but behind the steel wheels; in front of steel wheels, a pair of mini flanged steel wheels supported by telescopic frame is provided for the purpose of conveniently moving out the entire set from the vehicle if it is detached; a second chassis frame away from 1^(st) chassis but very near to the rear circular bogie is fitted with a single solid axle with two rubber wheels; usual hanger brackets and air bags are in their places; all the rubber wheels are super single wider width tyres bear the entire load of the trailer cum semi trailer; at its rear side a circular bogie is fixed under the main chassis frame as in hybrid engine coach but since this has no self priming mechanism, it does not require sprockets and chains; the trailer cum semi trailer is hauled by a roadways heavy tractor while moving short distance on plain roads to load goods or deliver materials.
 12. In a passenger coach as claimed in claim 1, a solid axle with flanged steel wheels with all its supporting components is fixed under a first chassis; behind the axle, a rail track brake set as detailed above is provided; next under the same chassis, a solid axle with pneumatic rubber wheels is fitted with all its supporting components; at the rear end of the coach a circular bogie with all the wheels and supporting components except sprockets and chains is fixed under a main chassis frame as in trailer cum semi trailer; a circular bogie allows longer wheel base wherever required.
 13. For a road vehicle used as caravan, ambulance, by police, fire service, military and VIPs, with rear rubber wheel drive from its rear engine or a front wheel drive from its front engine, its front rubber wheels are connected to the steering mechanism and in the middle of the under structure, two axles of flanged steel wheels are fitted with minimum/closer wheel base so as to enable it to run on rails frictionless at tight curves.
 14. A rail track sleeper comprising of two bearing plates separated by a tie-rod, the double and triple moulded-jaws at their outer side to receive and hold the rail's outer flat bottom and double and triple inner loose jaws fitted over to the inner side of the bearing plates after positioning the rail to the sleeper and provision to fix both sides of the bearing plates to the ground; the triple jaw sleeper is used only at the spot where two rails are joined; the width of the double-jaw bearing plate is about 160 mm and length about 250 mm excluding the tie-rod and its bracket; the width of the triple-jaw bearing plate is about 230 mm and its length about 250 mm.
 15. A shim/distance piece with 1 in 20 slope, its length about 125 to 150 mm and width equal to the width of rail's flat bottom to be laid on it, is used to place under the rail in between two sleepers to fill the gap between road surface and rail bottom. The thickness of this shim is same as of bearing plate's thickness at rail seating area.
 16. To place the vehicle on rail track from plain roads, prominent bright lines should be marked on plain road on both sides of the track which must be in alignment with the outer border of the vehicle; the driver of the tractor while the trailer cum semi trailer moves backward to place it on rail track, should be able to see the bright line; as rail head and plain road are on same level, and when the outer edge of rear side rubber wheels are in alignment with bright line, he slowly lowers the rear axle of steel wheels on the rail track and simultaneously lifts the rear rubber wheels; also the motorized circular bogie makes minute movement to place the wheels on rail; by moving the vehicle forward right or left and then by slowly lowering the front steel wheel and lifting the rubber wheels. 